Controlling mechanism for automobiles.



`N0..729,776 PATENTED JUNE 2,1903.

H. LEMB &Q. P. PERssoN. CONTROLLING MEGHAN'ISM POR AUTOMOBILES.

APPLICATION FILED JAN. 30. 1901.V

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` PATENTED JUNE 2, 1903. H. LEMP & 0. BPBRSSON. 'CONTROLLING MBGHANISM P0P. AUTOMOBILES.

APPLIOATION HLED JAN. ao. 1901.

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No. 729,776. I PATBNTBO JUNE 2, 1903.

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OONTROLLING MEOHANISM FOR AUTOMOBILES. APPLICATION FILED JAN. so. 1901. NO MODEL.

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` APATENTED JUNE 2, 1903. H. LE-MP a 0. PERSSON.

GNTROLLING MEGHANISM E011 ATOMOBILESL APPLICATION FILED JAN. 30,`1901.`

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UNITED STATES i rasanten June 2, '1903.

PATENT OFFICE.

SIGNORS TO ELTHU THOMSON, OF SWAMPSCOTT, MASSACHUSETTS.

CONTROLLING MECHANISM FOR AUTOMOBVLMS' sPEcIrIcAirIoNfformirig pm of Letters Patent No. 729,776, uateuuiie '2, 1903.

Application filed January 30,1901. Serial No, 45,333. (No modeli) To all whom t may conern: i l

Be it known that we,`I-IERMANN LEMP'and 'omo F. PERSSON, citizens of the United States, residing at Lynn, county of Essex,

State of Massachusetts, have invented certainl new and useful Improvements in Controlling Mechanism for Automobiles,"of which the following is a specification.

li able in operation.

The present invention relates to the steer-` ing and speed-controlling devices for autoV mobiles, and has for mrits object to improve their construction and to` provide an appa ratus which is simple lin construction andre- In the accompanying drawings, attached to -and forming a part of this specification," we

cams. Fig. 4 is a verticahsectiontaken` through the center of the" controlling-stand, certain of the parts being in elevation. 5 is a plan view of the controlling-stand and operating-handles, and Fig( 6 is a plan view of the eccentric employed to operate the throttle-valve.

Referring to Fig. l, A represents the body A of the vehicle, which is supported by suitable springs A from the axles of the vehicle. f `Inclosed within the body are the necessary fuel and water tanks, together `with the boiler and burner. These have not been shown; because any of the welhknown structures may be employed. Located beneath the body of the vehicle er in. any suitable place are two engines B and B', (indicated in dotted lines.)

The engines, asshown, are ofthe three-cyl inder single-acting type but other forms of engines may be employed if desired. Each engine is directly connected with one of the driving-wheels by the sprocket-chain C. The engines are entirely separate, and are therefore capableof independent operation. This arrangement we have found to be extremely satisfactory, since if an accident happens to one engine or to the power --transmitting mechanism between the engine and its driv ing-wheel the engine canbe cut out of service 4by means hereinafter described. If for any reason it is found desirable,the sprocket-chain maybe removed from the disabled engine, so as not to interfere in any way with the operation ofthe other engine. 1" XVe have found that by providing a suitablecheck "or locking device for the steering-wheels ;no inconvenience is `experienced in running the vehicle with one engine, the check taking care of any tendency which might exist forthe vehicle to move out of its normalpath. By this arrangement we are also enabled to dispense with'differential gearing between the driving -wheels,-as the engines lcan run at the required different speeds while the carriage is `rounding curves. The front axle is stationary, and mounted on the ends thereof are hangersD, in which are pivotally supported the short bell-crank axles D. This arrangement forms a part of the well-known double-axle suspension. On the front axle or other fixed support is a steeringcheck E, so arranged that the transmission of Awheel strains to the operating or steering handle is prevented, as shown in the patent to Hermann Lemp, No. 692,868, issued February ll, 1902. The rearwardly-extending arms of the bell-crank levers or short axles are connected by the rods D2. Secured to the moving part of the steering-check is a frame E', and the rods D2 are pivotally secured thereto. Extending laterally from the operating shaft E2 of the locking device is an arm F,

which arm is united with a corresponding arm F on the end of the steering-lever by a rod F2. Situated above the frame E and ex-V tending between the spring-pressed buffers E3 is an actuator El. It is by means of this actuator that motion is transmitted "from the steering-tube or shaft E2 to the wheels. The first movement of the handle inthe direction to steer firstcompresses the spring of one of the buifers, releases the lock, and then moves the steering-wheel, if one is used, or both wheels, as in the present instance.

XVe have found by experience that it ,is E

desirable to be able to steer the vehicle from either the right or left hand side, and to accomplish this we provide a steering-handle G, which is pivotally secured to the con- IOC trolling-stand. This handle may either be .used in the position shown or swung to the opposite side, so that the person sitting in the right-hand seat can control the vehicle. It will be noticed thatthe handle G is very close to the seat. This brings it within easy reach of the operator, and it is necessary t0 raise it from the position shown in order that the operator may get out of his seat. The arrangement shown has been found tov be a satisfactory one, but its position may be altered as desired to meet the conditions of service.

Between the steering -handle G and the throttle-lever H we have provided an interlock, the mechanism of which will be more fully described hereinafter. The object of this interlock is to prevent the removal of the throttle-valve except in specified instancesthat is to say, when the steering-handle G is appreciably moved from the horizontal position which it normally occupies.

The engines receive steam from a common supply-pipe I', Figs. l and 4, and are controlled by a single throttle-valve I. In addition to this each pipe leading from the throttle to an engine is provided with a cut-out valve J, the object of this last-mentioned valve loeing to render one or the other of the engines inoperative, and ordinarily it would only be used when trouble existed with the engine or 'with the power-transmitting mechanism.

Referring to Fig. 4, the construction of the controlling-stand will be described. A2 represents the iioor of the vehicle, and A3 the vertically extending board, located underneath the seat. Situated above the iioor of the vehicle is a guide and support A4, which is secured to any suitable part of the vehiclebody. The tube is free to move vertically in this guide for the purpose of adjustment. Located at the union of` the floor-piece A2 with the vertically-extending board A3 is an angle-iron A, which forms a part of the vehicle-frame, and rigidly secured thereto is a socket AG. Mounted K in this socket is the main tube or support L, which is stationary and constitutesthe controller-stand. By arranging the parts so that they are all supported from the same point the strains between them are reduced to a minimum and the parts will always be in proper alinement. Mounted for rotary movement within this stand are two tubes. The outertube is connected to the mechanism for shifting the cutoff and reversing mechanism of the engines, and the inner tube is connected to the steering mechanism through the lever FQ Fig. l. Mounted for rotar f movement within the steering-tube M is a shaft N, which controls the throttle that regulates the admission of steam to the engines.

The means for operating the cut-off mechanism will now be described. To the upper end of the cutoff-actuating tube O is secured a handle O of any suitable construction.` In the presenti nstance it is shown as being an ordinary hand-wheel. To the lower end of the tube is secured a pinion O2, Fig. 3, which meshes with the segmental spur-gear O3. The latter is mounted on a shaft O4, that`is secured to the under side of the socket A6, and consequently bears at all times a fixed relation with the other operating parts. The segmental gear O3 is provided with a second set of teeth, the pitch-diameter of which is less than that of the irst set. This second set of gear-teeth is lettered O5 and meshes with rack-teeth P, which teeth are formed on a sleeve that is rigidly secured to the sliding piece P. The back of the sleeve P is provided With a series of notches, with which the antifriction-roller carried by the outer end of the arm P2 is adapted to engage, a spring P3 being employed to force the roller into the notches. The obj ect of this arrangement is to insure the speed-controlling mechanism being set at certain definite positions. Referring to Fig. 3, the parts are so arranged that when the roller on the end of arm P2 is in the -position shown the cut-off mechanism is set in a manner to produce backward rotation of the engine or engines. When the roller is in the second notch, the parts are in the stop or of position. The next notch gives the irst speed forward, and the second or last notch gives the high-speed position of the cut-off mechanism. Itis of course understood that the'speed variations are alsoV controlled bythe throttle-valve. If desired, the cut-off mechanism may be reversed, so that what is now the backward-running position will be the high-speed forward-running position. The slide P is mounted in guides P4, which are formed integrally withthe socket A". One of the guides is extended to form a support for the pivoted roller-carrying arm P2. The ends of the slide are extended at right angles to the normal plane of movement, as at P5, and these extensions are adjustably lconnected to the shafts Q, which change the position of the cut-off. The particular type of cut-off valve has not been illustrated, since it may be of any well-known construction. The outer ends of the rods Q are screwthreaded, and the extensions P5 are clamped between the nuts Q. The cut-of-mechanismactuating tube passes down through the socket A6 and is guided thereby. The upper end of the tube is secured to the hand-wheel O', having an elongated hub, a portion of which hub extends between the stationary outer tube and the actuating-tube. This serves as a` bearing for the upper end, and the pinion O2 and the shoulder on the handwheel will prevent endwise movement of the two tubes.

Referring now to the steering mechanism, M represents the steering-tube, which in the present controller-stand is the inner tube. This has been found to be a satisfactory arrangement, although it may be departed from without changing the spirit of our invention. The essential feature of this portion of our IIO invention is to provide a self-contained controlling-stand, which is preferably centrally located, with concentrically-arranged parts, each part being maintained in definite relation with the others. On the lower end of the tube is mounted an arm F, which is pivotally connected to the rod l`2, as indicated in Fig. l. Rigidly secured to the upper end ol this tube is a support M, comprising a split collar, which surrounds the sleeve and is clamped in place by a retaining-bolt. EX- tending laterally from the collar is a proj ection or stud Mt Pivotally mounted on this stud and retained in place by a screw M3 is` a steering-handle G. Between the steering and cutoff-actuating sleeves is a bearing M4, which is retained in place by the same bolt that clamps the handle ,O to the tube O. Between the upper surface of the hub of the handle and the split collar M' is a sleeve. The lower end of the tube has a bearing in and is centered by the pinion O2, and this, together with the parts mentioned above, holds the tubes in alinement and `prevents independent endwise movement. The handle and the throttle lI are interlockcd. In the present instance the interlock is shown as consisting in part of an arm G, having a hook or projection formed on its outer end. This hook or projection is screw-threaded to the Vhandle and is arranged to engage with the circular flange l-I formed on the socket or head of the throttle-lever II. In order that the steering-handle may be used either on the right or on the left hand side `of the vehicle,two of these arms G are provided, one being operative when the steering-handle is used on the left-hand side, the other being operative when the steering-handle is used on the right-hand side. In the position shown the throttle-lever cannot be removed, because the flange H' formed therein will engage the projection on the end of the arm G'. In order to remove the throttle, it is necessary to raise the steering-handle G to a point where the projection on the arm G will clear the iiange. In the structure shown it is necessary to raise the handle somewhat more than forty-five degrees, although this can be varied as desired. In order to prevent tampering with the vehicle, it is desirable to have the throttle-lever removable, so that when the operator leaves the vehicle the lever may be taken off. By providing the interlock all danger of the lever being inadvertantly removed while the vehicle is in operation is prevented.

The admission of steam to the engines is controlled by the shaft N, which is provided at its upper end with an enlargement or hub N', that fits into the steering-tube M, and is capable of moving independently thereof.` rlhe upper en d of this enlargement is provided with a head of irregular shape, which fits into a correspondingly-shaped socket in the throttie-lever II. rlhe lower end of the shaft N is provided with an eccentric R, Figs. land 6, which eccentric is provided with a hub which the operatin g'lianclle. fnot commonly used, no handle is permanently `attached to the valve-stem.

enters the lower end of the steering-tube M and makes a working fit with the arm F", se cured to the bottom thereof. The shaft N is rigidly secured to the hub of the eccentric, and the latter is provided with a collar, and this collar, together with the enlargement N at the upper end of the shaft N, holds the throttle mechanism against vertical movement. The reduced portion of the enlargement N and the extension-hub of the eccentric R guide the throttle mechanism in its rotory movement. Surrounding a concentric portion or hub of the eccentric is a support S, and the latter is connected to the casing of the throttle-valve I by means of two rods S. In the particular instance shown the rods are secured to the casing by means of straps 2, which surround the projections on the valvecasing, both being employed to hold the parts in place. lVith an arrangement of this kind a certain freedom of movement is permitted between the eccentric and the throttle-valve to compensate for strains to which the vehicle is subjected. Surrounding the eccentric is an eccentric-strap T, Figs. 1i and 6, which is connected to the throttle-valve stem by a link connection T. The arrangement of the throttle-handle H with the throttle-valve is such that a movement through one hundred and eighty degrees' will movethe throttlevalve from oif to full on position. Secured to the casing of the throttle-valve I are pipes `J Figs. 1 and 4 which 3i es are connected with the valves .I for cutting the engines out of service. Each valve J is provided with a stem J2, having a rectangular head which is adapted to be fitted into a socket formed in Since these valves are It will be seen that the controlling and steering mechanisms are arranged in a most con- `venient manner, at the same time being very :compact and presenting a neat appearance. `By arranging the several mechanisms in a single stand we are enabled to avoid the use of independent levers located at separate points, which use is always objectionable.

A stand of the character above described is self-contained-that is to say, the structure as a whole is supported from one point, and

`the bearings between the tubes being carried by the tubes themselves there is no chanceA of ythe parts getting out of alinement.

In accordance with the provisions of the `patent statutes we have described the prin- Vciple of operation of our invention, together withthe apparatus which we now considerto` `.represent'the best embodiment thereof; but '-we desire to have it understood that the ap paratus shown is only illustrative and that the invention can be carried out in other ways.

NVhat weclaim as new, and desire to secure by Letters Patent ofthe United States, `is l. In a vehicle, the combinationofa motor, a tubular support, a motor-controlling device, a handle for actuating the device, a `tube IOO IIO

mounted within the support and connected to the controlling device, a handle attached to the tube for movingit,a steering-wheel, a tube concentrically mounted within the support, a rod and leverI for connecting the wheel to the last-mentioned tube, a handle normally extending across the vehicle for moving the wheel, and a pivot for the last-named handle which is supported by the tube and extends transversely to the plane of movement of the handle so that the latter can be thrown upward to facilitate entering and leaving the vehicle.

2. In a vehicle, the combinationof a body, a stationary tube that acts as a support, a socket arranged to carry the tube, a motor, a reversing` mechanism, means for attaching the'reversing mechanism to the socket, and a guide for the upper end of the stationary tube which is attached to the body.

3. As an article of manufacture, a self-contained controlling-stand for vehicles, comprising a tubular support, a holder therefor, a steering-tube, a handle that is pivotally connected to the steering-tube and is capable of being used on the right or left-hand side, a tube for actuating' the cut-off, a means for actuating,` a throttle, and bearings between the several tubes and the throttle-actuating means which are supported by the tubular support.

4. As an article of'manufacture, a controlling-stand for vehicles, comprising a tubular support, a socket in which said support is located, a tube mounted for movement within the support, bearings for the tube, a second tube mounted within the first and capable of movement independent thereof, bearings for the second tube, an actuator mounted within the second tube, bearings therefor, and a handle for moving one of the tubes the hub of which engages with the support for preventing independent vertical movement of the actuator.

5. In a controlling-stand, the combination of a support, an actuator mounted therein variable cut-oif mechanism, gearing between the actuator and the cut-oif mechanism, and a spring-pressed roller for adjusting the cut-off mechanism to certain denite positions.

6. In a controlling mechanism, the combination of a variable cut-off mechanism, a rack for moving` the cut-off mechanism, guides therefor, an actuator, apinion mounted thereon, and an idler between the rack and the pinion.

7. In a controlling mechanism, the combination of a variable cut-off mechanism, a rack. for moving the cut-o mechanism, guides therefor, an actuator, a pinion mounted thereon, an idler between the rack and the pinion having two sets of teeth, each set having a different pitch diameter, and means for adj usting the rack to certain deiinite positions.

8. In combination, a pair of cut-off mechanisms, a rack for connecting and actuating them, guides for the rack, an actuator, gear'- ing between the rack and the actuator, and common support for the actuator and the rack-guides.

9. In combination, a cut-off mechanism, a rack for actuating it, guides therefor, an actuator, gearing between the rack and the actuator, and a single support by means of which the guides, gearing and actuator are sustained.

10. In combination, a pair of cut-off mechanisms, a rack for connecting and actuating them, which rack is adjustable with respect thereto, a tubular actuator, a pinion secured thereto, a support for one end of the actuator, extensions formed on the support which act as guides for the rack, means carried by the support for adjusting the cut-off mechanisms to certain deiinite positions, and an idler between the rack and the pinion which isV also carried by the support.

ll. In a controlling-stand, the combination of a socket, a stationary tube mounted therein, a movable tube mounted within the stationary tube and guided at its lower end by the socket, a handle for actuating the tube, a bushing or bearing which makes a working fit with the'stationary and the movable tube, and a pinion secured to the lower end of the movable tube, the bushing and the .pinion acting together to prevent end movements of the actuating-tube independent of the stationary tube.

12. In acontrolling mechanism, the combination of an actuator, a rack, a support for the actuator which also has guides for the rack, an arm pivoted to one of the guides for adjusting the rack to certain definite posi-v tions, and a spring secured to the other guide for forcing the arm into engagement with the rack.

13. In a vehicle, the combination of a body, a seat, a motor, a controlling-stand situated adjacent to the seat, a guide for the upper end of the stand, a socket for supporting the lower end, a reversing mechanism, means for attaching the reversing mechanism to the socket, a speed-controlling device, and means for operatively connecting the reversing mechanism and the speed-controllin g device with the controlling-stand.

14. In a vehicle, the combination of a body, a pair of engines, a separate cut-off and reversing device for each engine, a means for uniting the devices for simultaneous operationmeans for adjusting one device independently of the other, and a single handle for simultaneously operating the cut-off and reversing device of both engines. Y

l5. In a controlling mechanism, the combination of a support, an actuator, an eccentric mounted on the actuator, a throttle-valve, a link connection between the valve and the eccentric, and means for holding the eccentric and the valve in proper relation.

16. In a controlling mechanism, the combination of a support, an actuator, an eccentric mounted on the actuator, a throttle-valve,

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a link connection between the valve and the eccentric, a bearing for the eccentric, and rods connecting the bearing with the throttlevalve.

17. In a vehicle, the combination of a pair of engines, a separate connection from each engine to a driving-wheel, a cut-olf mechanism for each engine, means for uniting the cut-0H mechanisms, a single handle for simultaneously operating the cut-oifs, and a single throttle-valve for controllingI the admission of steam to both engines.

1S. In combination, a pair of separate engines, a separate `mechanical connection between each engine and a driving-wheel, a single throttle-valve for controlling` both engines, and a separately actuated cut out valve for each engine for rendering it inoperative.

19. In combination, a pair of separate e11- gines, a separate mechanical connection between each engine and a driving-wheel, a single throttle-valve for controlling both engines, an actuator, and an eccentric and strap connecti on betwe en the actuator and the valve.

20. In a controlling-stand, the combination of a tube, a shaft for actuating the throttlevalve, a head on the shaft which makes a worki ng fit with the tube, an eccentric secured to the lower end of the shaft which is provided with a hub, and a bearing for `holding the eccentric in proper alinement with the tube, the head and hub acting to prevent independent vertical movements of thel tube and shaft.

2l.. In combination, a pair of levers, with an interlock between the levers, comprising a structure having two parts, one of which moves with one lever and the other part with the second lever, the interlocking members being so arranged that the -levers can only be separated when one of them is moved to an abnormal position.

22. In combination, a pair of movable levers, supports therefor and an interlock between the levers which is operative at all times during their normal operation and prevents one of the levers from being detached from its support, but is rendered inoperative when one of them is moved to an abnormal position.

23. In combination, a pair of movable levers, one which is capable of working on either the right or left hand side of its support, and an interlock between the levers which is operative when the last-mentioned lever is in the right or left hand position.

2l. In combination, a lever capable of moving in one plane, a second lever normally arranged to work in a corresponding plane but pivoted so that it can be swung over from one side of its support to theother, a support for the levers, and an interlock which prevents the removal of one of the levers except when the other lever is in an abnormal position.

25. In combination, a tube, a support secured thereto, a handle or lever pivoted to the support, a hooked projection on the lever, a second handle or lever, and a flange thereon with which the hooked projection engages for preventing the removal of the second handle except under certain conditions.

2G. In combination, a tube, a support clamped thereto, a lever pivotally secured to the support, a pair of hooked projections secured thereto, one of which is always inoperative, and a detachable handle having means engaging with either of the projections for preventing its removal except when theleve is moved to an abnorlnal position.

27. In combination, a pair of levers having the same center of motion and arranged to be separatelyT actuated, a projection carried by one lever, and a second projection carried by the other lever, the two projections being in operative relation to form an interlock when the levers are in their normal operating position and to permit separation of the levers when they are moved to an abnormal position.-

2S. In combination, a controlling-stand, a steering-shaft mounted therein, a lever secured to the shaft, a pair of steering-wheels, means for preventing the transmission of wheel strains, a shaft, a lever connected to the shaft, anda rod connectingthe levers mounted on the two shafts.

29. In combination, a vertically-extending support, a handle secured thereto, a second vertically-extending support, a handle secured thereto and normally arranged to move in a horizontal plane, and a pivot for the handle arranged at an angle toits normal plane of movement so that the handle can be operatively used on either side of its support.

In witness whereof we have hereunto set our hands this 28th day of January, 1901.

HERMANN LEMP, OTTO F. PERSSON.

Witnesses:

DUeALD Meli. McKILLor, HENRY O. WESTENDARP. 

